1980 Can-Am MX6 250
1973 CZ250
Just finished and delivered to Dan for the 2010 season! 1973 CZ250 with multiple upgrades done. Full Circle Racing backing plate, FCR chainguide/brakestay, FCR emulator damping rods and FCR air filter riser. Fresh motor assembled with electronic ignition, wet clutch, Mikuni carb and Uni filter. Chassis is powdercoated black, Akront rims are laced with stainless spokes, and rechromed CZ fork tubes are mounted in CR billet triple clamps with Tapered bearings. Footpegs are modified using Works Connection loops, alloy bars are equipped with Magura levers and Gunnar Gasser throttle. Works Performance shocks are on the way.
Good luck to Dan in his first year back racing after 30 years away!
Good luck to Dan in his first year back racing after 30 years away!
1976 DG Team Racer
1975 CZ380 "Falta"
1965 Cotton Cobra
1969 CZ 360 Sidepipe
1974 Suzuki TM100 Contender
1973 Yamaha MX360 Bench Racer Magazine build
1973 Yamaha 360 MX
This bike was given to customer Shawn McDonald, the Publisher of "Bench Racer" magazine, by the "First American" Jim Pomeroy. Jim never actually raced the bike, but wanted it to go to some old racing friends from back in the day, so that they could enter the world of vintage MX racing. The first racer was childhood friend, Yakima, Washington neighbor, and toughest opponent Rick Poulin. It didn’t even last one moto as the pipe fell off at the cylinder at the Dinosaur Daze race. It did get Rick started in the world of vintage racing though.
It was determined at that point that Full Circle Racing would take over a complete restoration of the bike to a better than NEW condition. Sitting down with the customer it was determined and agreed upon that why restore a historically ugly bike to N.O.S. condition especially since the restored value would not be anywhere near the restoration costs. Let’s give it it's own look that would not easily be identified by a non vintage motorcyclist. Let’s hot rod the bike for looks and performance.
After dismantling the bike and tagging each part it was determined what, when and for how much each part would need to be modified, replaced or restored. The original frame while useable for racing had smashed frame tubes under the engine attesting to a previous life as a trail bike. An alternative Yamaha SC 500 frame was found which then was media blasted and powder coated black. The steering head ball bearings were replaced with "ALL BALL’s" tapered roller bearings. The Yamaha’s were notorious for their twisty, twitchy handling under power. Back in the day legendary desert racer Al Baker fixed the problem by selling a 1 ½ inch extension kit for swing arm length behind the shock position. This provided stability under power. It also unfortunately lengthened the wheelbase which was great for desert, but would make it harder to steer in slower motocross corners. Working with Novation Racing (novationracing.com) in Spokane, Washington, a prototype box aluminum swing arm was constructed with an additional 1" of length which is now part of their catalog. To handle the rear suspension a Works Performance dual rate gas shock was used with a 14 inch eyelet to eyelet length. The extra one inch of swingarm length, along with the longer shock, raised the rear end thus quickening the steering. The extra 1" of swingarm length helps put maximum horsepower to the ground and reduce useless wheelies. The stock ridged Japanese rims were replaced by brushed aluminum Sun rims with Buchanan’s stainless steel spokes and trued by Full Circle. The brakes were cleaned and replaced. The front forks were spaghetti and were replaced with straight newer tubes. Fork springs were replaced with Progressive springs. Fenders are white Vintage Iron replicas. Cables and levers and perches were replaced with N.O.S. The throttle is a Gunnar Gasser and handlebars are aluminum Malcolm Smith models. A very hard to find N.O.S. carburetor-airbox boot was found. The cylinder, head and carburetor were media blasted from black to silver in an effort to brighten up a previously dark bike. The tank is from a 1976 YZ 125 and was found with no dents. The tank mounts on the front and rear of the frame were relocated to accept the new tank. The tank was brought to Mitch McAllister where it was prepped, painted and masked for a classic 1950's custom car flame job with five different different pearl coats to sparkle in the sun. A custom aluminum red anodized gas cap was made by Novation Racing. Mitch also painted the side panels white to match the fenders/tank. Because the seat provided for much of the suspension back in the 1970's the seat was custom made using the highest density foam available. It was raised 1 ½ inches in the front and tapering down to 3/4 inch raise at the rear with a custom made seat cover for a one off factory look. The stock expansion chamber was replaced by a Circle "F" pipe. Because the riders complained that the pipe stuck out to far and burned their legs the pipe was cut and re welded for proper clearance. The pipe was then ceramic coated, keeping heat inside the chamber and keeping it cooler outside. The silencer was replaced by an aluminum oval FMF silencer cut to length. The engine was taken apart to remove the counter balancer and a PVL ignition replaced the faulty stock ignition. An 8 oz weight for more flywheel effect at lower RPM’s was also added. A new bore job and top end were installed and the gearbox was freshened up. What also was found were some built in finger ports and exotic porting in general. Bolts were replaced with grade 8 or SS bolts and clear gas tubes were used for all exterior tubing. Michelin MX tires, tubes, gold DID chain and new sprockets finish off the bike.
The bike was first put into the hands of ex factory Honda star of the early 80's Phil Larson jr where he won the highly competitive 40+ Expert class in multiple races. The biggest prize was at the 2004 Vintage Iron World Championships by winning the 40+ Expert in the vintage class and then the next day winning in the two-stroke class. Then it was handed to 1970's racer Doug Raines who bumped up to the 50+ Expert class where he won every where he showed up at. Next up was Mark Kaestner, another top 1970's racer, who went undefeated in the 50+ Expert class. Out of 28 starts, 26 of them were hole shots. Phil commented that the bike in a straight line had as much horsepower as his factory Honda’s in the early 80's. Everywhere the bike goes it gathers crowds either at the racetrack or on show at a dealer. Mostly they say "What is that?"
This bike was given to customer Shawn McDonald, the Publisher of "Bench Racer" magazine, by the "First American" Jim Pomeroy. Jim never actually raced the bike, but wanted it to go to some old racing friends from back in the day, so that they could enter the world of vintage MX racing. The first racer was childhood friend, Yakima, Washington neighbor, and toughest opponent Rick Poulin. It didn’t even last one moto as the pipe fell off at the cylinder at the Dinosaur Daze race. It did get Rick started in the world of vintage racing though.
It was determined at that point that Full Circle Racing would take over a complete restoration of the bike to a better than NEW condition. Sitting down with the customer it was determined and agreed upon that why restore a historically ugly bike to N.O.S. condition especially since the restored value would not be anywhere near the restoration costs. Let’s give it it's own look that would not easily be identified by a non vintage motorcyclist. Let’s hot rod the bike for looks and performance.
After dismantling the bike and tagging each part it was determined what, when and for how much each part would need to be modified, replaced or restored. The original frame while useable for racing had smashed frame tubes under the engine attesting to a previous life as a trail bike. An alternative Yamaha SC 500 frame was found which then was media blasted and powder coated black. The steering head ball bearings were replaced with "ALL BALL’s" tapered roller bearings. The Yamaha’s were notorious for their twisty, twitchy handling under power. Back in the day legendary desert racer Al Baker fixed the problem by selling a 1 ½ inch extension kit for swing arm length behind the shock position. This provided stability under power. It also unfortunately lengthened the wheelbase which was great for desert, but would make it harder to steer in slower motocross corners. Working with Novation Racing (novationracing.com) in Spokane, Washington, a prototype box aluminum swing arm was constructed with an additional 1" of length which is now part of their catalog. To handle the rear suspension a Works Performance dual rate gas shock was used with a 14 inch eyelet to eyelet length. The extra one inch of swingarm length, along with the longer shock, raised the rear end thus quickening the steering. The extra 1" of swingarm length helps put maximum horsepower to the ground and reduce useless wheelies. The stock ridged Japanese rims were replaced by brushed aluminum Sun rims with Buchanan’s stainless steel spokes and trued by Full Circle. The brakes were cleaned and replaced. The front forks were spaghetti and were replaced with straight newer tubes. Fork springs were replaced with Progressive springs. Fenders are white Vintage Iron replicas. Cables and levers and perches were replaced with N.O.S. The throttle is a Gunnar Gasser and handlebars are aluminum Malcolm Smith models. A very hard to find N.O.S. carburetor-airbox boot was found. The cylinder, head and carburetor were media blasted from black to silver in an effort to brighten up a previously dark bike. The tank is from a 1976 YZ 125 and was found with no dents. The tank mounts on the front and rear of the frame were relocated to accept the new tank. The tank was brought to Mitch McAllister where it was prepped, painted and masked for a classic 1950's custom car flame job with five different different pearl coats to sparkle in the sun. A custom aluminum red anodized gas cap was made by Novation Racing. Mitch also painted the side panels white to match the fenders/tank. Because the seat provided for much of the suspension back in the 1970's the seat was custom made using the highest density foam available. It was raised 1 ½ inches in the front and tapering down to 3/4 inch raise at the rear with a custom made seat cover for a one off factory look. The stock expansion chamber was replaced by a Circle "F" pipe. Because the riders complained that the pipe stuck out to far and burned their legs the pipe was cut and re welded for proper clearance. The pipe was then ceramic coated, keeping heat inside the chamber and keeping it cooler outside. The silencer was replaced by an aluminum oval FMF silencer cut to length. The engine was taken apart to remove the counter balancer and a PVL ignition replaced the faulty stock ignition. An 8 oz weight for more flywheel effect at lower RPM’s was also added. A new bore job and top end were installed and the gearbox was freshened up. What also was found were some built in finger ports and exotic porting in general. Bolts were replaced with grade 8 or SS bolts and clear gas tubes were used for all exterior tubing. Michelin MX tires, tubes, gold DID chain and new sprockets finish off the bike.
The bike was first put into the hands of ex factory Honda star of the early 80's Phil Larson jr where he won the highly competitive 40+ Expert class in multiple races. The biggest prize was at the 2004 Vintage Iron World Championships by winning the 40+ Expert in the vintage class and then the next day winning in the two-stroke class. Then it was handed to 1970's racer Doug Raines who bumped up to the 50+ Expert class where he won every where he showed up at. Next up was Mark Kaestner, another top 1970's racer, who went undefeated in the 50+ Expert class. Out of 28 starts, 26 of them were hole shots. Phil commented that the bike in a straight line had as much horsepower as his factory Honda’s in the early 80's. Everywhere the bike goes it gathers crowds either at the racetrack or on show at a dealer. Mostly they say "What is that?"
1973 Montesa VR250
1973 Montesa 250 Vehkonen Replica
This bike was brought in by a customer who had bought the bike from an amateur restorer. The bike was about 95% original and in good condition, but it wasn’t race or show ready. The owner wanted the bike to be both with only a few small changes to switch it back and forth. The frame was painted in a thin gun metal gray, and not the original black. The frame was then media blasted and powder coated in the original black. The modern aluminum bars were replaced with vintage bend Chrome-Moly bars from Vintage Iron. Levers were replaced with split perch Magura’s and a Gunnar Gasser throttle was installed in addition to new cables. The front number plate was replaced with a Montesa replica and a new South West Montesa chain guard was installed at the swing arm pivot to prevent chain damage to the frame. New opaque white Montesa fenders were put on as were new Michelin tires. The 1973 air box which was very small and collected water and mud was replaced with a much larger SW Montesa 1974 VR airbox. Dzus fasteners were used on the side plate of the airbox for quick R&R using just a dime as a tool. New plastic "M" logo buttons from Rocky Mountain Montesa were placed in the swing arm pivot on the frame. An extra used tank with new petcocks was procured and was painted Candy Cobalt blue with black panels and gold lettering to make the bike a one and only. A new accessory aluminum "M" logo gas cap from SW Montesa topped it off. Functional and illuminating. The cases were polished and the clutch cover, ignition cover, cylinder and head were ceramic coated black. The stock Bing carburetor was replaced by a 34mm Mikuni for ease of jetting and a Power Flo slide turbulence eliminator was installed to increase horsepower. Progressive springs were used in the front forks as were one inch longer Progressive shocks in the rear. The Montesa VR was known to be very stable, as were all the European bikes on high speed tracks, but lacking front end bite in slow corners. The longer rear shocks aid the turning quickness. In addition to the stock exhaust pipe two Circle F pipes were purchased. One was ceramic coated for race use while the other was left in it’s un painted welded form for a factory racing look. So one pipe for racing, one pipe for the original look and one pipe for show exhibition. The triple clamps were also bent so bad that wheel and the handlebars were pointed in different directions. That was corrected. Now the bike can go to the track and race and after a good wash and changing of the tank and exhaust pipe can be ready for show.
This bike was brought in by a customer who had bought the bike from an amateur restorer. The bike was about 95% original and in good condition, but it wasn’t race or show ready. The owner wanted the bike to be both with only a few small changes to switch it back and forth. The frame was painted in a thin gun metal gray, and not the original black. The frame was then media blasted and powder coated in the original black. The modern aluminum bars were replaced with vintage bend Chrome-Moly bars from Vintage Iron. Levers were replaced with split perch Magura’s and a Gunnar Gasser throttle was installed in addition to new cables. The front number plate was replaced with a Montesa replica and a new South West Montesa chain guard was installed at the swing arm pivot to prevent chain damage to the frame. New opaque white Montesa fenders were put on as were new Michelin tires. The 1973 air box which was very small and collected water and mud was replaced with a much larger SW Montesa 1974 VR airbox. Dzus fasteners were used on the side plate of the airbox for quick R&R using just a dime as a tool. New plastic "M" logo buttons from Rocky Mountain Montesa were placed in the swing arm pivot on the frame. An extra used tank with new petcocks was procured and was painted Candy Cobalt blue with black panels and gold lettering to make the bike a one and only. A new accessory aluminum "M" logo gas cap from SW Montesa topped it off. Functional and illuminating. The cases were polished and the clutch cover, ignition cover, cylinder and head were ceramic coated black. The stock Bing carburetor was replaced by a 34mm Mikuni for ease of jetting and a Power Flo slide turbulence eliminator was installed to increase horsepower. Progressive springs were used in the front forks as were one inch longer Progressive shocks in the rear. The Montesa VR was known to be very stable, as were all the European bikes on high speed tracks, but lacking front end bite in slow corners. The longer rear shocks aid the turning quickness. In addition to the stock exhaust pipe two Circle F pipes were purchased. One was ceramic coated for race use while the other was left in it’s un painted welded form for a factory racing look. So one pipe for racing, one pipe for the original look and one pipe for show exhibition. The triple clamps were also bent so bad that wheel and the handlebars were pointed in different directions. That was corrected. Now the bike can go to the track and race and after a good wash and changing of the tank and exhaust pipe can be ready for show.
1972 AJS 250 Stormer
1971 AJS 250 Stormer
The 250 AJS Stormer was bought by a customer at a local vintage MX race for $240. After 35 plus years it was very hard to look under all the abuse and see the beauty underneath. The fenders and airbox were gone and the rest had rust and dust over everything. A complete restoration was required per the customer. Unlike almost all vintage bikes the AJS still had a company in England that had N.O.S. parts available in stock, at a price. The engine was given to Canadian Tommy McFarland where he replaced the rod/bearings and top end and fixed the clutch retainer ring problem that was a production disaster in waiting. The AJS got improved new parts including serrated foot pegs, double lip fork seals, high friction brake shoes, Grand Prix raised seat was assembled with new foam/cover/seat base. The stock airbox, fork tubes, fenders, number plates, silencer, cables, kick starter, decals, sprockets and every bolt/nut/bracket that needed to be replaced were with N.O.S.. The controls were replaced with split perch Magura levers and a Gunnar Gasser throttle The wheels were broken down, bearings replaced, hubs polished, spokes were replaced with Buchanan’s stainless steel and then trued by Full Circle racing. Michelin tires topped the wheels off. The exhaust pipe was ceramic coated. The frame was media blasted and powder coated AJS Gray. Progressive shocks in black were put on for the rear suspension. Currently running a Amal carb but an extra 32mm Mikuni jetted for the AJS as well as special intake adaptor are to be used for a race day application.
The 250 AJS Stormer was bought by a customer at a local vintage MX race for $240. After 35 plus years it was very hard to look under all the abuse and see the beauty underneath. The fenders and airbox were gone and the rest had rust and dust over everything. A complete restoration was required per the customer. Unlike almost all vintage bikes the AJS still had a company in England that had N.O.S. parts available in stock, at a price. The engine was given to Canadian Tommy McFarland where he replaced the rod/bearings and top end and fixed the clutch retainer ring problem that was a production disaster in waiting. The AJS got improved new parts including serrated foot pegs, double lip fork seals, high friction brake shoes, Grand Prix raised seat was assembled with new foam/cover/seat base. The stock airbox, fork tubes, fenders, number plates, silencer, cables, kick starter, decals, sprockets and every bolt/nut/bracket that needed to be replaced were with N.O.S.. The controls were replaced with split perch Magura levers and a Gunnar Gasser throttle The wheels were broken down, bearings replaced, hubs polished, spokes were replaced with Buchanan’s stainless steel and then trued by Full Circle racing. Michelin tires topped the wheels off. The exhaust pipe was ceramic coated. The frame was media blasted and powder coated AJS Gray. Progressive shocks in black were put on for the rear suspension. Currently running a Amal carb but an extra 32mm Mikuni jetted for the AJS as well as special intake adaptor are to be used for a race day application.
